Typewriting-machine



F. W. HILLARD.

TYPEWRHING MACHINE. APPLICATmN FILED ses. 3. 192|.

Reissued lOut'. 18, 1921.

9 SHEETS-SHEET l.

F. w. HILLARD. TYPEWRITING MACH|N.

ADPLICATION FILED .FEB,3\192|.

209. 9 SHEETSWSHEET 2.

Ivipssucd Oct. 18, 1921.

F. w. HILLAR'D.

TYPEWRJTING MACHINE.

APPLICATIDN FILED FEB. 3. 1921.

Suva/Moz mum@ WMV/@rd Reissued Oct. 18, 1921.

F. w.. HILL/mb.

TYPEWRITINGMACHINE.

APPLICATION FILED FEB. 3. 192|.

Reissued oct. is, 1921.

F. W. HILLAHD.'

TYPEWRITING MACHINE.

APPLICATION man rms. 192|.

15,209. 2 SHEETS-SHEET 5- Reissued 0ct.18, 1921.

F. W. HILLARD.

TYPEWHITING MACHINE.

APPLICATION FILED FEB. 3, |921.

Reissued Oct. 18, 1921.

9 SHEETS-SHEET 6.

F. W.y HILLARD.

TYPEWRITING MACHINE.

ARPLICATloN man Fa.3.192|.

Reissued Oct. 18. 1921.l

F. W. HILLARD.

TYYPEWRITING MACHINE.

APPLlcAlon man res-.3,1921.

Reissued out. 1s, 1921. 15,209.

'9 SHEETS-SHEET 9.

www.: MyW/hr PATENT OFFICE.

FREDERIC W. BILLARD, 0F TOTTENVILLE, NEW YORK, ASSIGNOR 0F ONE-HALF '170 MARY R. HILLARD, OF MIDDLEBURY, CONNECTICUT.

TYPEWRITING-MACHINE.

Specification of Reissued Letters Patent. RQiSSuQd Oct, 1S, 1921.

Original No. 1,296,951, dated March 11, 1919, Serial No. 103.758, filed June 15, 1916. Application for reissue led February 3, 1921.

To all whom it may concern:

Be it known that I, F REnnIuo W. Hmmm),

a citizen of the United States, residing at Tottenville, in the county of Richmond and State of New York,' have invented certain new and useful Improvements in Typewritin Machines, of which the following is a fu l, clear, and exact description. This invention relates to certain new and useful improvements in typewriters and is particularly directed to improvements in the typewriter carriage and parts acting in conjunction therewith.

One of the objects of the invention is to secure an easy running and rapid feeding carriage in a visible typewriting machine and at the Sametime-provide a carriage which may be readily swung upward so that the parts of thc mechanism thereunder may be readily inspected, repaired and cleaned. This swinging movement of the carriage also is an advantage in that the writing may be inspected practically to the last line on the sheet and the operator by so swinging the carriage can readily tell just how much s; are

lis left at the bottom of the sheet or card.

In carrying out the above objectsl l provide a truck at the rear ofthe machine which truck is always locked against shifting movements. The truck is provided with an improved ball bearing anti-friction support and race-waj.fs therefor so that the truck may move endwise with the minimum of friction. To this truck is pivoted a carriage structure. The carriage comprises ytwo parts, an outer non-shiftable carriage which is hinged at itsl rear to the before mentioned truck and which is supported at the front of the machine upon a suitable guide way. Carried by this nonshiftin carriage is an inner paper carriage which 1s adapted to be shifted into upper or lower case positions by the usual shift rail. The outer carriage is normally locked against a liftin movement by the uide way at the front o the machine and t iis guide way is so arranged that when the carriage is in predetermined -endwise positions, thc carriage is unlocked therefrom and may be swung upward by the operator. lVhen the carriage is being swung upwardly, means are provided to lock the carrlage against endwise movement under the influence of the tension spring and these means are effective regard- Serial No. 442,315.

less of the inner carriage being in upper or lower case position. I also provide means for locling the carriage in extreme upward position so that repairs and cleaning may be readily carried out and so that the printing ribbon may be easily and conveniently in-V seI'ted in and removed from the ribbon holder.

My invention also contemplates an improved frictionbrake for tabular use which brake is associated with the before mentioned truck in such a wi that the speed of the feeding movements ofthe truck may be reduced to 'any desired extent by means of pases-.iria applied to the bearing balls by the tahulating key.

My invention also contemplates various other detail improvements in connection withthe before mentioned objects, which improvements will' be more fully pointed out in the accompanying drawing, specification and in the appended claims.

In the accompanying drawings, which form a part of the specification, the improvements are fully illustrated. The machine is generally of the well-known type of Underwood typewriter, excepting for the various modifications and improvements herein shown and described. and it will, therefore, be understood that I have left out from the various drawings those parts of the machine.

which are unnecessary to illustrate the invention, thereby making the illustration of thc various features of invention simpler and clearer than they would be were unnecessary parts shown.

Figure l is a plan View of the machine.

Fig. 2 is a side elevation of the carriage parts shown in Fig. l. ihis view also shows in dotted lines the position of the carriage when in elevated position and locked in such position.

Figs. 2 device for the carriage which maintains it in extreme elevated position.

Fig. 3 is a front view of the inner paper carriage and shift rail. In this view the outer non-shifting carriage is shown in section.

Fig. 4 is a section taken on line 4 4 of Fig. 3.

Fig. 5 is a section taken on line 5-5 of Fig. 3 showing the shift rail and inner carand 2" are details of the. locking I part oft riage lin lowercase position and illustrating one of the locking devices for the carriage.

Q Fig. 6 is a sectional View taken on the same lines as" Fig. 5 and showing the shift railin '5 up'p'er case position. The dotted lines 4in this view 'show the parts in normal position' I onthe shift rail'and the full'lines show the Eartsjust before reaching normal position. his view" also shows the cooperation of the 10.locking-devices.A 1 l Fig. 7 is a front view of. the truck.

' Fig. 8` is acentral sectional view of the Fig. 9 is a plan View ofthe ballbearing 16 ce? and 4raoeways. f

f. ig. 91.' an end detail viewof the cages.

Fig-'10 is a rea'r view ofthe` truck showing vthe brake and one of the' carria e locks.

f '11i-ienaI sectionalf'vnlew o thetruck i 2d-and: rake taken on line 11-"-11.Bf Figql.

1g. 12 isa view smilarto Fig.' 1 1 showing lthef brake mechanism.

Figcl is any enlarged plan view of .taken on line 'tive 'views of s grits of. thelocking devices shown assembled `Eigs."2,5 and 6.-.

20. is a-[detail'view showingthe num- .berireelock in various positions which it fassumes at various carriage sitions.

i- '.f'iFig.' 217 is ai frontv view o the paper car. 140 mage in semi-elevated position showing the coperationof comming-devices with the parperjscales---Thisview also shows the cop- .'eration of certain'of rthe locking devices. J- "Figa 22 and `23eme sectional views 4taken fon line 22--22 of :Figi 21` showing the operation of the camming members. '.TffFig.j24-is"a perspective view of the paper feed plate and camming members thereon. L Fig. 25 isfaview showing a modification .50' in"- whichthe line spacing device is located at l the righthand end of the machine and4 in "which the feed roll. releasing device is adapted-'to coperatie-with the paper scales.

Fi .26.27. and 28 are views showing '6B modi ed ioqkingadviq. fFig.29 is mview of the standard Underwood typewriter showingshi'ftrail and a ejoperating devices therefor. Fig. 30=fshows a side view similar to 60 2 but with'theinner carriage in upper case position. This' view shows the action of the Avarious locking'devices whe'nthe parts are in this position.' v

. Fig.31 show s the carriage in-semi-elevate (6 vpositiurmand with the inner carriage in lower 4shaft42, asshown in Fig. 1. v

rail to be `used when the carriage is -to be lifted attwo positions on its line travel.

`Fig. 34 showsin side elevation the operar 4 tion of the ribbon cammini;` member.

Fig. 35 shows detail views of the rear mar in stop.` Flg. 36 is a-detail view of one of the lock- 80 ing devices i. e., `the number two lock.- The shift rail isinnlower caselpositionand the .carriage is swung upwardly .andengaged by the locking" vices." .l Fig. 37'shows an. abnormalcondition of the parts. Thev shift rail is in lower. case position landthe inner carriage being lswung;v vjdown while in upper r"c aseposition relatively to theouter carriage.

Figs.*.38 and 3 9 are detail views of the. notched position of the front rail showing` certain locking conditions.v

Figs. 40 and'41 aremodified bearing oon- Structions in which rollers are used in place of balls. .These rollers are spaced apart by a acingball as shown. f

n the drawings, referring particularly to Figs. `1, 2, -4 and 30,` the preferred embodim'ent of my invention 'comprisesa truck 40.,

Extending forwardly and upwardly .from this truck are brackets 41 which pivotally .support a shaft 42. This shaft forms a pivotal Asupport for both ,the inner and outer carriage. The outer .carriagewhich l will also term the non-shiftable carriage is show-n at. 43 and this carriage carries rearwardly extending lugs 44whichl pivotallvengagc' `shaft 42, see Fig. 1. The inner carriage also v termed the shifting carriage is shown at 45 and this carriageis providedwith suitable brackets which support studswhich pivotally engage inthe forward ends of the shift arms 406. VThe bearing in the'forward end of these shift arms are closed over with caps 46 instead of being open as in the Underwood machine since it is necessary that the carriage beretained in position when swu g upwarwdly. The opposite, (rear),ends .of the shift arms` 46 .are fixed totheends 'of the 120 The inner shifting carriagel is adaptedfto be vertically raised and lowered byany of the w'ell known shift constructions for xample `asshownfih Fig'. 29 in which;47 repk resents a part of the linkage connecting with "i215 the shift key.` As this mechanism'is well known" in the Underwood machine, further description and illustration is believedto be unnecessary..

The front end ofthe outer-.carriage 43`Ais lsov provided with a sup orting wheel 48 see ig. 14,` which trave s on the front guide rail 49. It is also rovided with a locking finger 50 which un erlies a slot 51 .in upper front rail 52. This is the usual construction. The hinge joint at 42 between the carriage and the truck permits the carriage to adjust' up an elevated as shownin dotted lines in 'Ihe truck 40 is mounted upon the ma- `chine; frame in the following manner. Two

upwardly projecting arms 54 extend from. the machine frame. Upper and lower race way rails 55 and 56 are secured to these arms and are preferably adjustable to and from each other. As shown in Figs. 2 and 2b and 10, the upper race way is adjustable toward the lower race way by means of adjusting screws 57. The truck has upper and lower race ways which are oppositely disposed to the upper and lower race ways in race way rails 55 and 56. See Figs.

'7,8,9,11and1.

In the above race ways I utilize ball or roller bearings to -minimize friction. I preferablyl use the arrangement shown in Figs. 7, 8 and 9. I luse'three balls to each bearing, there being four bearings in the machine, two in each race way. The two outer balls 58 of each bearing are of full standard size to fill the race way whereas the intermediate balls 59 are of slightly smaller diameter. The funrtion of the small ball 59 between the large balls isv to reduce friction by causing the bearing surfaces ofyouter balls to travel in the same direction instead-of traveling against each other as would be the case if there were only twoballs in each bearing.

The direction of movement ofthe balls may be seen by referring to the arrows placed under the balls in Fig. 8. F rom this figure it will appear that'the engaging points between each pair of balls i. e. small )all 59 and large ball 58 moves upwardly and downwardly together..`r The fact that thel small, balls move kin a direction opposite to that 1n which .the truck 1s 'feeding does not create friction since these balls areso smallthat the truck cannoni-est upon them. a

In ball-bearing structures for many typewriter carriages heretofore in use, one ball has been provided forl each bearing, with the result vthat there is a single bearing point only between the raceways and balls at each bearing. Hence any imperfections in the raceways, in the line of travelbf the bearing-balls. would disadvantageously affeet the bearing, making a bearingl loose at one point and tight at another. By putting the two balls in each-bearing, particularly if they be spaced a little way apart by an intermediate spacer ball, murh better results are obtained, since if one of the bearing balls in the bearings drops into a little pit or hollow in the raceways, the other bearing ball in the same bearing will presumably be restinpr von a perfect portion of the raceway bearings. Furthermore, by having two bearing-balls in each bearing, or eight bearing balls in all in the four bearings, instead of four altogether as in those heretoforein use, much more durable liiearings are provided, the weight of the truck and `carriage ljieing'dist-ributed over double the number of bearing-balls, resulting in greatly length` ened llfe in the bearings over those'heretofore inuse. It will be understood that I may use rollers in place of balls if desired. I f desired the construction shown in Figs. 4() and 41 may be utilized where rolleis 58 carry the load and are spaced apart by a spacing ball 59 of less diameter than rollers 58. lIn the claims the item roller7 is to be considered abroad term` referring to either a ball or roller construction. The balls or rollers and their retaining cage 60` move at one-half the speed of the'movement of the truck and carriage, as will now be descr il 1rd;

lllzon the front of the truck 40 and :ulapted to travel in unison therewith is a downwardlyv facing rack (ilY which engages a pinion (52 carried by the ball retainer. The hall retainer has one portion 60 in the upper race way and another portion 60" in the lower race way. Upon the lower race way 5G l mount a second rack (i3 which also meshes with pinion (32. The result of this construction is to move the ball retainer at. one half the speed of the truck thereby always retaining the balls in tha-.ir proper position in the race ways and preventing what .is known as a creeping movement. This creeping of the balls would otherwise take place where short lines of work are written. for any considerable period of time. The balls t-hcn gradually creep ont of position so that when a longer line is written they would come to 'the end o'f their line of travel before the truck had reached such a point, .l`he ball retainer G() causes practicallyY no friction since it is geared to'travel4 at proper speed with respect to the truck.

As previously explained the truck 4() has upwardlj.' promoting arms or brackets 4l whirh pi. otally support shaft 42. The lift 'i A. ends of this shaft Vand the usual'sprin A the inner carriage 45. I also em loy a secsenta a :germain substantially the same way as do v machine: The

Ili'liA .is coiled' about this shaft to assist in=li ond s ring 65, see Fig. 29, to assist the liftnglo theshift rail, and inner 'carriageto upper case position. fThis spring is similar to the v.cdrrespondin]spring,used for the saine purfise onthe' erwoodmaehine.

will be hereafter o xplaiiiei- This late forms one of the elements' bf the tab4 ator` which. will now 'be explained.,

rammen-1 The tabilator key` andconnecting links are the same as inthe Underwood i machine .and

need notbe described in Idetail.-

i Referrinfgl to Figs. l1, 12 and 35, ,67 reprel bar operated by the tabulator.

u key.(not shown), this rocks rocker arm 68 which l,in turn swings the tabulator bar 69 4 rearward,` andtabulator friction bar 70 and tabulating stops "71 forward.' These parts uon and moves in unisonwith the truck.

e pressure a ainst the lbrake leather has the usual retar4 ing` effect u ongthe movement of the truck and in ad ition lthe pres- .35

sure against thegleatlier tends to push the entire, truck, particularly the upper half thereof,.forward Iandto thereby crowd the bearing balls 58 between the stationary race ways 55 and 56, andthe corresponding race ways in truck 40.V This crowding of the bearing balls a ainst their racenways constitutes an ad "tional extremely sensitive and reliable brake, in fact a more reliable brake than the leather brake which is liable to wear." It is to be understood that I 4claim this feature broadly and do not limit itsuse in combination with the sliding brake.-

It may be so used or the sliding bralre can vbe omitted or it can be usedl in combination with 'other' forms of brakes. The detailed description of the operation of the ytabulator need not be set forth as theaction is similar to that of the `well known Underwood v tabulator.

Hinged cawiagel j' desired. y The elevated t sitioiiof them-4 riageis" shown 4do line itioi'i [in Fig-.2- hd 132.. somths figures it illlflelr` e rear Iside ofthe triickthere isl mounted afplate which serves both as a `margin stopffor that'ruck and as 4desired to elevate the carriage. I

` margin stop which-is shown in Fig. 10fand ,zin detail in Fig. 35. This margin stop comrevision` 'allled 66 is 'an L shaped piece 88. The screw oles rearon shaft 42 and `when elevatedy these carriages both -swing about shaft 42 .as a

li e pivot. In Fig.4 2 the esca ement 1s ofnie well known form used in nderwood machines. `The carriage rack 77 is mounted 70 upon pivoted, arms y78 one of which has an Y extension 79 forming a release key for the carriage. A spring 80 maintains the `rack in engagement with the pinion The `main spring which imparts endwise movement to the carriage not .shown but is .of the usualconstruction. It is suilicient to statte that a exible tape 81 connects the main spring withtheoutercarriage the bracket for this connection being shown at 81. 1t will'therefore be seen that after the carriage has been elevated toan extent to free e rack from the escapenient in ion, the carriage structures will be direct y under the influence ofy the main spring and will tend to move to the leftxunless` restrained. I will now` describe the locking devices which prevent such movement.' There are ithre'e of these locking devices which Iprevent an endwise movement of the carriage uner` the influence of the man'spring after t ie rack 77; has been swung with the carriage up free of the escapement pinion 7 6. The first' of these locking devices controls the carriage during;` its initial movement and will now be described. By referring` to Fig; 1 it will be seen that 1 the upper front rail 52 is notched as shown at 82.l See also Figs. 13, 14, 16, ,30, 38, 39, and 40. This notch permitsfthe nose of locking finger 50 to'escape from its normal position below the front rail 52 vwhen it is re erably place the notch near-.the right mnd end o f the railbut it may also be placed, in other ositions as hereinafter explained. The usual) Underwood margin stops may be employed. Briefly stated these st'ops comprise abutment` members 84 which can' be set in any desired position. As the carriage advances a nose portion 85 of margin. rei lease lever 86 contacts with the abn ment arid..prevents a.. furthermovement of the carriage to the right. To further move the carriage to the right it isnecessary to depress the margin releaselever and free the nose from the abutment, see Figsl, 2, 13,.. 14, y15. VThe extreme ht movement of the cariageis also limited bv the` reary prises a plate 66..which isrigidly connected with 4tlie. truck 40'.` =Thisplate has anupwardly projectingvportion 87. Sutably se'- by .screws `to this portion of the late 125 in this piecepare; slightly elongated4 so that the iece setat any desired lonposition with) respect to yplate l 66.

essere @wechseln coperate with holes in shim pieces 89. By .using s'him pieces of different thicknesses the position of the L shaped piece 88 can be set very accurately. lVlien the carriage moves to the right', the end 90 of thel L shaped piece finally abuts against the side frame racket 54 which supports the upper race ways 55 and thus limits the extreme movement of the "carriage and truck. Brake leatherr 72 clears bracket 54:, see Figs. 2

and 25.

The purpose of the herein described elements of the back margin stop is to bring the face 90 of the L shaped piece at exactly the proper position for bringing the carriage to the starting point. This is a very particular adjustment in typewriting maehines, because if the engaging face of the margin stop be slightly too far to the right or left the carriage is apt to be brought back either not far enough and begin the margin a letter space too far to the left, or to be brought back too far and begin the margin of the line within the marginal space, making a bad looking page of writing. The shims 89 prevent the blow of the returning movement of the carriage from overcoming the frictional hold of the screws and crowding the L shaped plate 88 along relatively to the retaining plate 66. These shims also aid in manufacturing since it is practically .impossible to make all of the parts such as truck, margin stop and escapement exactly interchangeable. The shims and mechanism for inserting and holding them overcome this defect very, efficiently and quite inexpensively.

Assuming that the carriage is engaged under the front rail and the rack 77 is in engagement with the escapement pinion 76. Therefore the escapement will be under the influence of the main spring. Consider the carriage being restored to the right by the operator. If the carriage is drawn as Iar 'to the right as possible and then released,

theV escapement is so constructed that tue carriage'can move back to the left under the influence of the motor spring for aboutA one letterspace. 'Here the escapement will 'be arrested by the escapement dog coming in ycontact with the escapement rocker stop. With my preferred arrangement the notch 82 in the upper front guide plate 52 `is so disposed that with this condition i. e. carriage arrested by the escapement, the nose 50 will underlie the rail and therefore it will beimpossible to lift the carriage. See Fig.

39.. To'lift the carriage it is necessary that the carriage be forced slightly to the right against 'the rear margin stop. With this condition the parts will assume the position shown in Figs. 38 and 13 and it will be possible to lift the carriage since the retaining finger 50 is now under the open portion of the slot `82.

It will be understood that with the parts in this position there will be a certain amount of tension from the motor spring which will tend to draw the carriage toward the left. The locking device to prevent this movement consists of the side` 92 of the nose 50 and an end 93 of the slot 82, see Fi 13, 16, 38 and 39. IThe end 93 is beve ed but it may be made straight if desired. The above mentioned nose and end of the slot constitute the first carriage lock.

It will be understood that the nose upon the further upward movement of the carriage will pass to a position out of engagement with the beveled yend of the slot and when in this position another lock must 'be employed to prevent an endwise movement of the carriage under the influence of the spring. This lock I call the number two lock and itis so arranged and timed that it comes into action before the first mention-cil' lock z'. e. the number one lock has ceased acting.

I will now describe this lock which I will term the number two lock. In the usual Underwood construction the shift rail 95 is adapted to be lifted from lower case to upper case position by means of the shifting devices shown at 47 in Fig. 29 and which connect with the shift keys in the usual manner. Cooperating with the shift rail is a locking finger 96 and a guide wheel 97 which are suitably connected with a bracket extending downwardly from the inner carriage as shown in Fig. 29 and similar to the usual Underwood construction. These parts I employ by modifying them slightly to act as the number two lock.

The locking finger 96 locks the carriage down upon the shift rail and in order to permit the carriage to be swung upwardly I eut away or flatten a portion of the end of the shift rail as shownat 98 in Figs. 2. 3, 5, 6, 35,36- and 37. The length of this flat'- tened portion of theI shift rail and its position thereon is such that the carriage cannot be lifted except at the time the first. mentioned number one lock will permit the carriage to be lifted. That is to say when the carriage is drawn to the limit of its movement to the right. The locking finger 96 is preferably provided with a projecting lug 99. vWhen the carriage is swung upwardly this lug is adapted to engage the edge 100 of a struck up plateI which is earried by one of the frame members. See Figs. 5, 17, 18. The parts are so arranged that lug 99 comes into coperation with the edge 100 of the plate lpfore the face 92 of nose 50 has passed out of engagement with the ond 93 of the fron rail It will be understood that with "he lug 9 so engagi bevel the top edge ofthe ear 101r as showni that-lug 99'lpasses behind a'n `upwardly extending ear 101, standing7in the same plane as-"edge 100. See Figs. 1 30 and 36. Fig. 36y shows the vcarriage being lifted with the p shift rail 95 in lower case osition and with lug 99 and the edge of t e locking finger engagingthe ear 101, the inner carriage bein its lower case relation. to the outer carriagealt willbe apparent that with this condition of parts there can be no endwise movement ofthe carriage under the influence.' of the main spring. Fig. 6 shows a somewhat similar locking condition but with L the shift rail lifted and the inner .carriage la iii-substantially -upper case level. Here again the' lug eifectually prevents an endwise movement of thecarriags. The dotted line' position.' of the parts' illustrates their normal positionr with the carriage and shift rai-lin upper case position but with the lug clearl of t e locking plate. Figs."6, 35 and 361'wi11 illustrate that regardless of the carriage position i. e.,`upper or lower case, the numbertwo lock, as shown, will be effective @to l yrev'ent an endwisel carriage movement ung'r'the `iniiuen'ce of the main spring. This-condition continues until the carriage passesunder controlof the numberthree locklwhich it will be understood is my pre- 30 ferred'construction.

'v ...l In restoring the parts 'downwardly i. e., swinging the carriage to a osition to enr 'gage the shift rail it is deslrable that theL engagement `be made with a minimum of friction kand interference. I accordingly at102. ThisI may act as a cam an'd properly guide the locking finger 96.and lug 99A to one sideof the ear 101.l I have also found that the'edge ofguide wheel 97 interferes with the side of the shift rail 95` during the restoring movement when' the shift railis in uppercase position. I ,accordingly provide a roller 103 on an extension ofthe locking inger, see Fig. 18. This roller is adapted toengage thc fop` of the rail and hold the y inner lcarriage in its upper case position whereby the guide wheelmovesiover on the top of the shift rail without interference.

shift rail is thus prevented when the shift rail is' in upper case position; The `function .and action of roller L103 when the shift r'ail .isin upper case position is (upon ,the downward swinging movement of the` carriages) -to'arrest the inner carriagein substantially u `per case level. The outer carriage comp etes its downward movement to normall position, thel roller 103 serving to producea #160 relative movement between thinnf and outer carriages until the inner carriage takes` an upper case `positionvvith respect to theouter carriage.4

With "certain abnormal conditions of parts which rarely occurf in` practice, 11,.e.`,

umanal certain cxtentthe lug* 99 and the end' of 10B' Binding between-the Aguide wheel and the` with inner carriage in upper case position and shift rail inflower case position, I have found there is a possibility for the locking finger to `slide over and lock on the top o the shift `raiL To prevent such lari-occuro 70 l rence, l provide the shift rail devices 47 with a tongue 104 which extends over theY top of the shift rail, atV Vthe extreme right thereof. f See Figs. 19 and 36. r[his tongue prevents the downwardly extending end of 'iti the locking finger vfrom engaging entirely behind the shift rail and so holds the parts that if the shift rail .is elevated by a depression of th'e shift key the rail will act an' a cam and 4focethe locking finger forward` 80i to a position in which it can'clear the shiftl rail and drop to the normal position as shown-in dotted lines in Fig. 6. Any slight jarring of the carriage will also restore the locking finger to its proper normal position. 86 The* number one and number two locks justi described are entirely ineffective to restrain the endwisemovement of the carriage. This is shown clearly in Fig. 30 which shows" nose 50 clear and free to move underthe 90- rail 82 and lug 100 of the number two vlock clear of the locking edge 101. Thisi condition is true for either lower pr uper case carriage: positions thev latter being s own in 'this view. As previously pointed out how- 96 ever fthe' carriage is lifted the'number one' lockwill first come into action: 4Therei after the number two'- lock' will act before: ,the carriage is'V releasedfrom theA one lock. p i

- N11/ew mm. zack. y

Referring to Figa'A e1 ndez iuwiu be seen that aftertheicarriago is lifted to a lookin finger 96 will pass beyon'dtlieeen.V trol of ear 101 and the carrla'ge therefore unless it is restrained will be drawn to thel left by themain spring. I accordinglyprovide an additional lock` which is arranged 110 to come into action before the number two lock loses its control over the carriage`- Th' lock` will now bedescribed, particularre erence being nrade to Figs. 1, 2, 10,20, 31 y l and 32. 1 l'l'y Rigidly securedk to shaft 42 is locking finger or, dog 105. AS' thecarriage is' ifted y upwardly and swung about 42 as a center, fr shaft 42 willbe rocked ina clockwise direction l(in Fig. 20). This rockingmovenient 120 takesy place since shift arms 46 are rigidly secured to the shaft. Locking finger or dog 105 is rocked rearwardly. in unison with the shaft and is adapted to move into cooperation with a restraining arm `106. 125 dotted line position ofthe dog in Fig. 20 and' also position in Fig. 32. Before `lock number i two becomes ineffective to restrain the carl ,i

ringe the dog 105 will e ge the side of theV restraining arm 109 ands @other` `7 arm is fixed in position on fixed race wav rail 55 movement of the carriage to the left under the influence of the spring will be prevented, its movement to the right being still prevented b the margin stop.

. The above loc s, z'. e., numbers one, two and three effectually restrain the carriage against endwise movement during any point in the lifting of the carriage, abort their hinge pivot but at the same time are entirely ineffective when the carriage is in normal upper or lower case writing position.

i 30 shows the condition of lock num- .ber t ree with the carriage in upper case writing osition. When in this position shaft 42 as been rocked to a. slight extent but dog 105 is still clear of the restraining arm 106.

Back lock. In order to hold the carriage in upper that a repair man may work upon the parts and to permiti erasure and inspezrtion ol work- I rovide a lock which will now be described. In Figs. 1, 2, 2 and 2b, 31 and 32, 108 represents a back rod which forms a support for the margin lpeperguide in the usual Underwood machine. This rod is carried on brackets 109 which project rear- Wal'dly from the inner carriage frame 45. lVhen the carriage is swung rearward and upward about the pivot 42 this rod contacts with the upper beveled cam edge of a stud 111 which is secured to right hand frame bracln ts 54. It will be understood that the inner carriage as it is elevated is in lower caseposition. maintaining this position by gravity.` This is -shown'by Fig. 31 and the dotted line position of parts in Fig. 32. A further rearward movement ofthe carriage. through the contact of rods. lwith the stud 111 cams the inner carriagefxfrom lower ease positionv to upper case position as shown by the full lines in Fig. 32. The.` rod 108 finally snaps into a. recess 110 instud 111 and thereby maintains the carriage in upper locked position. The above described camming movement of thc carriage fromv inner to upper case position is of decided advantagein that when the carriage is finally locked lup in raised position both inner and outer carriages are in effect locked together. lVhen so locked the inner carriage and platen roll are held rigidly and do not yield ory vibrate. Erasures can then be, readily made and repairs-and cleaning of the machine by the o Aerator or repair man can he readily carriefbut. It will lie understood that the rod 10S has Sufficient resiliency to spring into place in the recess 110. To loi-l: the carriage up theopcrator merely lifts the carriage until the rod catches and lo lower the carriage a forward pull will disengage the rod from the recess, lt may be position as shown in full lines in Fig. 32 so desirable to strengthen or weaken the back lock. This is done by the insertion-or removal of one or more washers 112, see Figs. 2, 2b and 31. 'f i Pepoli/cred roll guards. 70

The paper feed rolls and theirvmecham'sm are similar to= those used in the Underwood' machine. Referring particularly to F igs.` 3, 21, 2,2, 23, 24. and 34, 115 represents the l' paper feed plate and 116 are the usual aper scales in .the Underwood .machine hese paper fscales are usually spring ,pressed toward platen-roll 117 and on account of theirfposition there will be interference between them and certain ofthe paper feed rolls 118 and the supporting structure therefor when the carriages are being=isw11ng downwardly about their hinge pivotsy at 42. In order to prevent such interference I provide a'caniming member 119 on feed plate 115. Tliis camming member is s disposed laterally on the plate that upon the carriage bein depressed it will force the paper scale 11G Iiack as shown in Fig. 22. This eamming member 119 in this way prevents muti` vlation of feed roll 118, bending of the paper scale and friction and interference. v

I have also found that interference is a t4 to occur between the paper clip 120 and the ribbon 121 during the downward movement of the carriage from its raised position, see Fig. 34. The printing cylinder is normall in close proximity to the ribbon holder 122 and the ribbon 121 is held between the printing cylinder and the holder. The lower end 123 of the paper clip is bent slightly outwardly away from the cylinder in order that the `paper advancing from beneath Athe curved retaining plate 115 will be sure to feed 'in between the printing cylinder and the paper clip. Therefore in case the paper clip is in line with the ribbon holder, when the carriagev is being lowered, as may be the case, the end 123" of the paper clip is apt to slide in between the ribbon holder andthe ribbon, and pull und tear the. ribbon thus making the machine inoperative. z a

In order to obviate theabove difliculty, I- i' provide a camming projection 123 on the 115 feed plate which isadapted to force vthe-ribbon back away from -the curved end 123 of the paper clip, see Figsi. 12, 24 and 34. In certain cases as will hereafter be pointed out, the camming projection 123 is located at both ends of the feed plate.- .Y

I preferably provide the paper feedf plate i 11.5 vwith one or more slots 124. These slots enable Ithe operator, by swinging the car-` riage to or toward its raised locked position,-

mine how. muchspace isA left. for writing` a whenapproaching the endof the sheet or card. Theses inspection; apertures' arehgof' considerable utility in general writing and 1,25 I lo inspect the wofrk` in the, machine and :deter` 1f in tabulating work and on cards etc., as they enablethe operator to tell at all times just how much space is left for writin without removing the paper or card or eeding itA forward or backward.r They are particuf. larly advantageous when employed 1n combination with the herein above described means for lookin the carriage backv on its raised' position, or then the lpaper or card' may-f be inspected throughout the entireY length-ofy the slots 124, for a considerable distance below ytheprintmg line.

I am aware that slots such as' 124 have been employed heretofore and I accordingly make no broad claim to such slots. ut my `herein describedyconstruction diiers from# that heretofore einl loyed in that in my` structure the paper eed Lrolls 118 are sprin pressed against the printing platen. at a `ine in advance of the front ends of iQ-slots 124. Seevv Figs. 22 and 23. Hence in my herein ldescribed structure the paper or card isy under control of the rol1ers118 even when fed to the forward ends-.of'slots 124, 25 which is not true' of the prior devices. Hence my device is. an improvement over ,prior ones and Ifclaim it assuch. I' I also contemplate using m improvements'.` with afright hand line space evice 125 (Fig. .25) instead of the usual left hand line'space device 126 (Fig, 1) as used on the Underwood machine. f y

` With the ri `ht hand line spacing device 125 the paper fgeed roll releasing-devices comprising key 127, link v12S-and bell crank 12911are transposed from their position at the right `of the machine ,which yshows they j usualUnderwood construction as shown in Figs. 1 to 4 and 25 to 32, to the left as shown in Figi 2,5.v Whenin this position part 129 will' interferevwiththe paper scale 116 when'` Vthe vcarriage is lowered. I accordingly provide a shoe or cam member 130 on the end f kof `128 which is adaptedto cam the paper scale 116 outwardly upon tlie lowerin of the carriage vas shown bythe dotted mes in'Fi'g. 25.`

` It` wi to limit my invention to a constiition ,in which the carriages ycan be swung a ut their "hinge pivot 42 only when in right hand position. The carriage can be 'swung' u when in extreme right or in extreme le positions *or both as desired. IWhen so constructed `the upper front rail l52 is providd with an additional slot, 82* at the left as'shown in Fig. 33. When this is done l' it isnecessary to change the'location of'camymel'nbers 119 and 123 onffeed4 plate l 115 1f the Vreleasing slot 82 be usedv excluir sively i'n' raising the carriage. Or preferabliy these members arel duplicated at both en s ofthe feed plate 115, then' thecarriege can be lifted at either .end of its line of travel ,et throughfslot r82er 82". 'By sor locating the .be pointed out t at the locki ll be understood that I .do not wish I cammingmembers allinterference with this.` paper scales andribbonrwill be. revented..

t will also be'preferable to provi .the shift rail witha flattenedgportion `itt-thel'eft hand end similar to flat spot 98 ontherightfl(` hand endv as shown in Fig. 3..y i y With the left handposition for lifting itv is necessa to change the locking linger 96y i from a ri t to a left handconstruction as, shown in .igs.. 26 and 27 res tively. Or 75 if the release ofv he carriages is to be 'it both ends of the guide rail the double c struc. tion shown in Fi 28 maybe used. It may y device as shown in these figures is not abso utely necessary when liftingthe carriage at the left hand end of the hne since'the carriage isre-j strained against further movement'to the left by the usual margin sto devices` -How ever it is desirable to provi e corresponding locks to prevent any restoring movement to theright of the carriage whenthe lleft hand release isused and the carriage lifted at the. 1 end of the line, since otherwisein restoring the carriage the number one lockmight dcscend out of aline'ment with 'the notchy in the front locki rail, and various other interferences wo d occur.- The` various other substitutions necessary for a chan vfrom left to right need not be desoribediin more detail since these ychanges will readil occur to' thoseskilledin the art. "Butin e ect the locks would change from left hand locks, as shown in Fig?. 1 andl2, to right hand locks;A the locks in i 1 and 2be1ngintended to` prevent feed o the carriage to the left, the corresponding. right hand locks to 'prevent feed of the carriage to ythe right. y It is to be understood that I do ynot limit my invention to a use in connection with a truck for supportin the rearofthe earriages. If desired t e regular Underwood rea-r track maybe used as shown in Fig. 29.. 'Gtbher substitutions yand changes" will redily occur to those skilled intheart, and myV invention is more particularly setlforth in the appendedclaims.

Having` now fully described and' ascertained my2 said invention and the manner in'-y t which itis to Vbe pe'rfomned,` I declarethat `1.15 what. I claim isz-` f 1. In a typewriting machine, in combination, a carriage. support at the rear of the v machine, au carriage structure pivotally mounted thereon and sup orted at the front on,a guide rail, and a loc ing'means to prel vent an endwise movementof the carriage under the influence of the motor spring, said locking means being -ineffective when the carriage vstructure is in normal'operating o-v 126 sition on the guide rail and becomingl e tive as the carriage is raised therefrom. f 2. In a typewriting machine, -infcombination, with; a carria e structure ofthe visible type, a truck at .t e rear. of 'thelmachinezto '1310.

:form a traveling sup ort for the carriage; a pivotal connection intermediate the truck and the carriage whereby the'carriage may be (pivotally swung upward about the truck, an locking means to prevent an endwise movement of the carriage under the infiuence of the motor spring when the said carriage is being swun upward.

In a front stri e typewriting machine, a carriage structure having a pivot mountinieit the rear thereof to permit thecarriage to swung upwardly from its normal operatingposition on the front guide rail, and a loc to maintain the said carriage inelevated position, -said carriage when'in said elevated position tending to swi downwardly to writing position under t e influence of gravity and said lock being adapted to prevent the said swinging movement and a lock to prevent the endwise movement of the carriage under the influence of the main spring when said carriage is in its elevated position.

4. In a front strike typewriter, in combination, a, carriage structure adapted to be pivotally sup orted at its rear and to be 'supported an engaged by a locking'rail at the front of machine, and means for permit- `ting said carriage structure to be swung about its pivot, said means comprising. a notched portion of the locking rail and a plurality of locks for preventing an endwise movement of the carriage -under the influence of the motoi` spring during the swin ing movement of the carriage.

5. n a front striketypewriter, in combination, a carriage structure adapted to be pivotally swung u ward from one or more predetermined en wise portions in its uormal position of engagement withv a front guide rail, a lock adapted t0 cooperate with the carriage .structure and maintain it in elevated position against the action ot' gravity.

6. In a front strike typewriter, in combination, a carriage structure adapted to' he pivotally swung upwai i! iro-nr its normal po- -sition of engagement with a. front rail, a

front locking rail adaptedto prevent the said upward swinging of the carriage except at one or more predetermined endwise positions of the carriage, and means for pre venting the ondwisc movement of the ear riage during its upward swinging movement.

7. ln a typewrting machine, iu combination, with a carriage structure which is adapted to swing upwardly about a pivot at its rear from a normal position vof rest upon a front guide rail, a front rail adapted to engage a projection from the carriage structure and prevent its being lifted, a notched portion in said rail to permitl the lifting of the carriage at a predetermined endwise position thereof, a 'locle associated earria e.

with the front locking rail to preventendwise movement of the carria e during its initial movement away from t e guide rail, a second lock adapted to revent endwise movement of the carriage a er it has assed from the control of the first mentions lock, and a third lock adapted to prevent endwise movement of the carriage after it has passed lfrolpi the control' of the second mentioned 8. In a front strike typewriting machine, in combination, a carriage structure which is adapted to be swunv upwardl about a pivot at the rear thereo'and which' is adapted to cooperate with the usual guide and locking rails at the front of the machine wlieniln normal position, and locking means for preventing an endwise movement of the carriage under the influence of the motor' sprin when the carriage is s wnng upwardly out o control of the escapenient.

V9. In a front strike typewriting ma erating position u on the front guide rail,v

and a plurality o overlapping and successively acting locks, said locks being normally ineffective and becoming effective at different points in the upward swinging of the 10. n a front strike typewriting machine, y

in combination, a carriage structure having a. pivot mounting at the rear thereof to permit the carriage to be swung upwardly from its normal operating position upon the front guide rail, and a plurality of overlapping and successively acting locks, said locks being norinall ineffective and becoming effective at di erent points in the Jupward swinging of the carriage, and a lock to lockthe carriage structure in extreme elevated position.

--11. ln a typewriting machine, in combination, a carriage structure of the visible type and having a pivot mounting at the rear thereof to permit the carriage to be .swung upwardly from its normal operating position upon the front guide rail, a lurality of locks to successively become e ective to lock the carriage against endwisey movement under the influence of the motor .spring` the firstv of said /locksbecoming ef.

=to permit the carriage to be swung upwardly from its normal operating position upon the fr ont guide rail. of a plurality ofloclis to prevent endwise movement of the carriage under the influence of the motor spring, one

i of said locks being associated with the front locking rail, said lock being normally inef- 5 fective and becoming effective before the carriage has passed from the control of the escap'ement,` a second of said locks being associated with the locking finger which cooperates with the shift rail, said lock being normally ineffective and becoming elfective before the carriage-has passed from the control of the first mentioned lock, and a third Vlock associated with the shaft forming the ivot` mounting for the carriave, said lock going normally ineffective and liecomin r effective before the carriage has passed rom the control of the second mentioned lock.

) I13. Ina typewriting machine, a carriage 4structure which is adapted to be pivotally swung upward from its normal-operating position, said carriage structure comprising an linneri shifting carriage and an outer nonsld carriage structure in elevated positionsaid locking means being adapted to revent the shifting of the inner carriage in the outer carriage when in elevated locked 'tion a i 14. In a typewriting machine, in combination, a carriage lstructure which is adapted to be' pivotal y swung upwardly from `its normal operating. position, said carriage structure comprising an inner shifting carria `and an outer non-shifting carriage,

an locking means for retainin the carria structure in'` elevated position, said locEieng means being adapted to lift the inner carriage from lower to upper case position and` to thereafterlock both `innerrand outer` carriages against relative movement. 15., In a front strike typewriting machine, lthe combination of a carriage structure which is, adaptedto be swung pivotally nward from its operating osition into a li` movement ofthe carriage wherebythe cai-, riage norma-ny tends to fall by gravity to-V ward` o ratingr position, and locking means to retain the carriage inA elevated position against the influence of gravity.

16. In a typewriting machine, incombina- `tion,a shiftable carriage, said carriage being,r ivoted at the rear thereof and adapted to be dily swung upward about the` pivot from its normal osition of rest upon a front guide, a shif rail, a guide roller carried by the carriage and adapted to support the carriage u on the shift rail and a second roller adapte to contact with the shift rail when the 'latter is in upper case positionand guide the firstmentioned roller into position upon the downward swinging movement of the carriage?,v i

17.1 n a typewriting machine. in combinar Q tionen-Shifting `,ciixfriagaa `shift rail .thereshifting' carriage, locking means forretain ed one, a stop to limit t e extreme upward iam y fag Vg; linger and guide roller normalyl gnppgpting the shiftable carriage on the s iftl rail, said fell SQDPIlSmg a cutaway portion wheres the leaking .finger can clear the shift rail in a mined endwle carnage position, a apivotel Support forv the manage to permit ini upward sin ne ofthe carriage upon itsdinenge ement rom, its normal `positionl of cooperation with the shift rail. a

18. In a front-strike typewriting machine, in combination, a shiftingcarriage, afshift rail therefor, a locking finger and guido roller to normally lock and support the carringe to the `shift raihme'ans or disengaging the locking finger from its normal poely tion under the shi t rail,said means permit tini,rr the disengagement ata predetermined en wise carriageposition, a pivotal supplort for the carriage whereby when the loc 'ng linger is disengaged from the shift rail `the carriage ma be pivotally swung upward and a secon roller carried by the carriage and adapted upon the downward movement of the carriage, to en `rage the shift rail and permit the guide roller `to engage thereon when the shift rail is in up er case position.

19.` In a typewriting mac ine, in combination `with a pivoted visible writin shiftble carriage, a shift rail, alocking ngerfpi'o` jecting downwardly from the carriage and` normally en aging'` underthe shift'rail, a tongue associated with the shift rail and exten ing thereover," said tongue being adapted to` abut a einst the locking fin r and to 100 prevent sai finger locking over t e top of i the shift rail as it is being restored to normal position, substantially as describedl 20. In a typewriting machine, in combina# tion, a carriage, 'a carriage propellin power 1h05 i means and an escapeinent to norma ly control the carriage, said carriage being adapted to be lifted to an elevated position and when so lifted to be released from the escapement, and locking!` means broaghtinto operation bythe lifting of the-carriage to control the carriage against movement under the influence of the ropellingpower while the carriage is out oFvontrol of the cscapenient...

Q1. In a typewi-iting machine, in combina 116 tion. a carriage, a carriage main spring and an esi-apementto normally control the car' ringe, means for normally locking the car-. ringe down in its 'operative position, said carriage being adapted to be lifted to an elevated positonat a predetermined point and when so lifted to be released from the i escapement, and locking means at said pre,v

determined position to control the movement" of" thecarriage under. the `influence of ythe "126 main spring while therari'iage is liftedout of control of the escapement. n l i 22. In a typewriting machine, in combination, a traveling platen `carriage movable about a horizontal pivot whereby it is adaptl ed to be swung out of its normal writing position into an abnormal non-writing one. means to prevent said swinging movement of the latenv carriage except at a predetermined point in its travel, and locking means normal y ineffective but brought into operative relation with t e carria structure to grevent endwise movement t ereof in both irections upon said swlnging movement of the laten carriage.

231.) In a typewriting machine, in combination, a carriage, carriage propelling power means and an escapement to norma 1y control the carriage, said carriage being adapted to be moved to a non-writin position and when so moved to be release from the escapement, and locking means brought into operation by moving the carriage to the last named position to control the carriage against movement under the influence of the propellin power while the carriage is out of contro of the esca ment.

24. In a typewriting machine, in combination, a carriage, a carriage main spring and an escapement to normally control the carriage, means for normall locking the carriage in its writing pos1 tion, said carriage being adapted to be moved to a non-writing osition at a re determined oint and 'w en so move be released rom the escapement, and locking means at said predetermined position to control the movement of the carnage under the infiuence oi the main spring while the carriage is moved out of control of the escapement.

' Signed b me atv Washington, D. C., this 1st day'of ecember,1920.

FREDERICWHILLARD. 

